Automatic train-stop device.



L A LOVE. AUTOMATIC TRAIN STOP DEVICE.

APPLIGATION FILED AUG. 26, 1914:.

1,130,99G, Patented Mar. 9, 1915.

AMEs A. LOVE, or an]: SPRINGS, NORTH CAROLINA.

AUTOMATIC TRAIN-STOP I DEVICE.

A. LOVE, a

which is actuated by means arranged upon semaphore arm when the latter is disposed 111 its danger indicating position, whereby the train will be brought to a stop in the event that the engineer disregards the signal through inattention or inadvertence.

he invention has for another and more specific object to provide an improved construction of cut-ofi valve arranged in the steam line pipebetween the boiler dome and the engine cylinders, and means operated from the semaphore arm for ating the movable member of cut off the supply of steam.

heinvention has for a still further object to trains, which is comparatively .simple in its construction, highly reliable and positive in operation and one which may be produced and installed at comparatively small cost.

With the above and other objects in view, the invention consists in novel features of construction, combination and arrangement of parts as'will be hereinafter referred to and more specification and claims.

For a full understanding of the invention, reference is to be had to the following description and accompanying drawings, in which:

, Figure l is a side elevation of a portion of a locomotive boiler showing my invention applied thereto, Fig. 2 is a sectiontaken' on the line 22 of Fig. 1, Fig. 3 is a section taken on.,t he line 33 of Fig. 2, Fig. 4 is a section taken on the line H of Fig. 2, and Fig. 5 is a section taken on the line 55 said valve to a of Fig. 2.

Referring in detail to the drawings '5 Specification of Letters Patent. Application filed August 26,

Devices, of which the fol-- positively actustop device forparticularly pointed out in the l Patented Mar. 9, 1915. 1914. Serial No. 858,656.

' designates the locomotive boiler which is provided with the usual steam dome 6.

7 indicates the from the dome 6of the boiler to the engine cylinders, (not shown). This pipe is, of course, equipped with the usual throttle valve actuated from the cab of the locomotive.

8 designates the casing of the cut ofl" valve, having ports Sin its sections of the steam line pipe 7 are con of the valve casing into two chambers, with which the respective ports 9 communicate. A plurality of parallel slots 11 are prov ded in this plate which steam from the upper longitudinai edges of the plate 10 are pro+ vided with guides 12 for a movable valve plate 13. This plate is also formed with spaced parallel slots 14, whrch are adapted to register with the slots Adjacent to the opposite also entends from saidtank to them 'neers the locomotive.

spective notches 26 the' upper edge of the rack plate 24. In th e pipe 19,

a rotatable valve niember -2 7 is located; said a port 28 may be esl8 and the 0 one end of this rean arm 29 is secured opposite ends to which to the lowerachainber: Thefor engage- To the" 1 0 lever 2:2 spaced pins 33 are fixed. These pins nection with the accompanying drawingsthe operation of the device will be understood as follows: Assuming that the semaphore arm has been set against the train, and that the-engineer disregards the signal and attempts to run the train past the station, the rod will engagethe upper end of the lever 22 and move the same. movement of the lever, one of the pins 33 thereon throws the arm 31 and thereby rocks the shaft 16. In thisrocking movement of the shaft the gear segments 17 thereon shift the valve plate 13, so as to dispose the slots 14 thereof out of register with the slots 11 in the stationary plate 10.- The supply of live steam from the dome 6 to thecylinders ot' the engineis thus cut off. The continued movement of the lever 22 operates through the medium of theother pin 33 thereon to rotate the valve member 27 in the pipe 19 and thereby open communication through said pipe between the tank 18 and the air line pipe 20, so that the brakes are applied. In this manner the train will be quickly brought toastop and a collision )rWrecl-cing of the train avoided. In view of the 'extreme simplicity of my invention it Will be appreciated that the same is reliable and. positive in its operation. The device can also be inexpensively constructed and in,- stalled Without necessitating any material. alterations in the-train equipment.

While I have above described the preferred form, construction and arrangement of the several elements employed, it will be In this understood that the define is, nevertheless, susceptible of considerable modification therein, and I therefore reserve the privilege \Vhat I claim is:

l. The combination. with an engine throttle'valve, of an operating lever for sa d valve fulcrumed at one of its ends,'relatively stationary means adapted to engage the other end of said lever in the movement of the train in either direction. to actuate the lever and close the valve, and means for latching said lever against 'movement'afte the throttle valve has-been closed. 2. Ike combination with an engine throttle valve provided With a slotted arm, of a lever'fulcrumed atone end and provided with means loosely engaged'in the slot of the valve arm, and normally stationary means adapted to engage and move said lever in the movement of the train in either direction toactuate said throttle" valve and close the same.

tle valve and anair controlled valve, each of said valves being provided with a slottedmeans adapted to engage said lever in the 3. The combination with an engine throtr movement of the train in either directionv to move the lever and simultaneously-close said valves, and means for automatically locking the lever at the end of its movement to'maintain the'valves inclosed position.

In testimony whereof I hereunto, aliix my signature in the presence oftwo Witnesses e JAMES A. LOVE.

Witnesses 2 B. H. JONES, D. .B. MORGAN,

Copies of this patent may be obtained for live cents each, by addressing the Commissioner of Patents,

i Washington, 13. C. 

